Human-powered vehicle control device

ABSTRACT

A human-powered vehicle control device includes an electronic controller that controls a motor. The motor assists in propulsion of a human-powered vehicle including a transmission configured to change, in steps, a first ratio of a rotational speed of a drive wheel to a rotational speed of a rotary body to which human drive force is input. The controller changes a motor control state from a third control state to a fourth control state when the first ratio is changed by the transmission or a signal is received for changing the first ratio. The controller changes the motor control state from the fourth control state to a fifth control state in accordance with a value related to at least one of a speed of the human-powered vehicle, the human drive force, an inclination angle of the human-powered vehicle, and a state of a rider of the human-powered vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional application of U.S. patent applicationSer. No. 16/364,265, filed on Mar. 26, 2019. This application claimspriority to Japanese Patent Application No. 2018-066079, filed on Mar.29, 2018. The entire disclosures of U.S. patent application Ser. No.16/364,265 and Japanese Patent Application No. 2018-066079 are herebyincorporated herein by reference.

BACKGROUND Technical Field

The present invention generally relates to a human-powered vehiclecontrol device.

Background Information

Japanese Laid-Open Patent Publication No. 2013-47085 discloses anexample of a human-powered vehicle control device configured to controla transmission that changes a transmission ratio of a human-poweredvehicle and a motor that assists in propulsion of the human-poweredvehicle.

SUMMARY

One object of the present disclosure is to provide a human-poweredvehicle control device configured to suitably control a motor thatassists in propulsion of a human-powered vehicle.

A human-powered vehicle control device in accordance with a first aspectof the present disclosure comprises an electronic controller thatcontrols a motor. In the human-powered vehicle control device, the motorassists in propulsion of a human-powered vehicle including atransmission configured to change, in steps, a first ratio of arotational speed of a drive wheel to a rotational speed of a rotary bodyto which human drive force is input. The electronic controller isconfigured to change a control state of the motor from a third controlstate to a fourth control state that differs from the third controlstate in at least one of a case in which the first ratio is changed bythe transmission and a case in which a signal is received for changingthe first ratio. The electronic controller is configured to change thecontrol state of the motor from the fourth control state to a fifthcontrol state that differs from the fourth control state in accordancewith a value related to at least one of a speed of the human-poweredvehicle, the human drive force, an inclination angle of thehuman-powered vehicle, and a state of a rider of the human-poweredvehicle.

In accordance with the human-powered vehicle control device of the firstaspect, after the control state of the motor is changed from the thirdcontrol state to the fourth control state, the control state is changedfrom the fourth control state to the fifth control state in accordancewith the value related to at least one of the speed of the human-poweredvehicle, the human drive force, the inclination angle of thehuman-powered vehicle, and the state of the rider of the human-poweredvehicle. Therefore, after the control state of the motor is changed fromthe third control state to the fourth control state, the control stateof the motor is automatically changed in accordance with the state ofthe human-powered vehicle.

In accordance with a second aspect of the present disclosure, thehuman-powered vehicle control device according to the first aspect isconfigured so that the electronic controller is configured to controlthe motor in accordance with the human drive force input to thehuman-powered vehicle. The electronic controller is configured tocontrol the motor so that a second ratio of an assist force produced bythe motor to the human drive force in the fourth control state is largerthan the second ratio in the third control state.

In accordance with the human-powered vehicle control device of thesecond aspect, the motor is controlled so that the second ratio in thefourth control state is larger than the second ratio in the thirdcontrol state.

In accordance with a third aspect of the present disclosure, in thehuman-powered vehicle control device according to the second aspect, thetransmission is configured to change the first ratio in steps, and thesecond ratio is increased as the steps of the first ratio changed duringthe predetermined period increase in number or as the steps of the firstratio changed by the signal received during the predetermined periodincrease in number.

In accordance with the human-powered vehicle control device of the thirdaspect, the second ratio in the fourth control state is increased as thenumber of steps of the changed first ratio increases.

In accordance with a fourth aspect of the present disclosure, thehuman-powered vehicle control device according to the second aspect isconfigured so that the second ratio is increased as a change amount ofthe first ratio changed during the predetermined period increases or asa change amount of the first ratio changed by the signal received duringthe predetermined period increases.

In accordance with the human-powered vehicle control device of thefourth aspect, the second ratio in the fourth control state is increasedas the change amount of the changed first ratio increases.

In accordance with a fifth aspect of the present disclosure, thehuman-powered vehicle control device according to the first aspect isconfigured so that the electronic controller is configured to controlthe motor in accordance with the human drive force input to thehuman-powered vehicle. The electronic controller is configured tocontrol the motor so that a second ratio of an assist force produced bythe motor to the human drive force in the fourth control state issmaller than the second ratio in the third control state.

In accordance with the human-powered vehicle control device of the fifthaspect, the motor is controlled so that the second ratio in the fourthcontrol state is smaller than the second ratio in the third controlstate.

In accordance with a sixth aspect of the present disclosure, in thehuman-powered vehicle control device according to the fifth aspect, thetransmission is configured to change the first ratio in steps, and thesecond ratio is decreased as the steps of the first ratio changed duringthe predetermined period increase in number or as the steps of the firstratio changed by the signal received during the predetermined periodincrease in number.

In accordance with the human-powered vehicle control device of the sixthaspect, the second ratio in the fourth control state is decreased as thenumber of steps of the changed first ratio increases.

In accordance with a seventh aspect of the present disclosure, thehuman-powered vehicle control device according to the fifth aspect isconfigured so that the second ratio is decreased as a change amount ofthe first ratio changed during the predetermined period increases or asa change amount of the first ratio changed by the signal received duringthe predetermined period increases.

In accordance with the human-powered vehicle control device of theseventh aspect, the second ratio in the fourth control state isdecreased as the change amount of the changed first ratio increases.

In accordance with an eighth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the firstto fourth aspects is configured so that the electronic controller isconfigured to control the motor in accordance with the human drive forceinput to the human-powered vehicle. The electronic controller isconfigured to control the motor so that a maximum value of an output ofthe motor is larger in the fourth control state than in the thirdcontrol state.

In accordance with the human-powered vehicle control device of theeighth aspect, the motor is controlled so that the maximum value of theoutput of the motor in the fourth control state is larger than themaximum value of the output of the motor in the third control state.

In accordance with a ninth aspect of the present disclosure, in thehuman-powered vehicle control device according to the eighth aspect, thetransmission is configured to change the first ratio in steps, and themaximum value is increased as the steps of the first ratio changedduring the predetermined period increase in number or as the steps ofthe first ratio changed by the signal received during the predeterminedperiod increase in number.

In accordance with the human-powered vehicle control device of the ninthaspect, the maximum value of the output of the motor in the fourthcontrol state is increased as the number of steps of the changed firstratio increases.

In accordance with a tenth aspect of the present disclosure, thehuman-powered vehicle control device according to the eighth aspect isconfigured so that the maximum value is increased as a change amount ofthe first ratio changed during the predetermined period increases or asa change amount of the first ratio changed by the signal received duringthe predetermined period increases.

In accordance with the human-powered vehicle control device of the tenthaspect, the maximum value of the output of the motor in the fourthcontrol state is increased as the change amount of the changed firstratio increases.

In accordance with an eleventh aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the firstand fifth to seventh aspects is configured so that the electroniccontroller is configured to control the motor in accordance with thehuman drive force input to the human-powered vehicle. The electroniccontroller is configured to control the motor so that a maximum value ofan output of the motor is smaller in the fourth control state than inthe third control state.

In accordance with the human-powered vehicle control device of theeleventh aspect, the motor is controlled so that the maximum value ofthe output of the motor in the fourth control state is smaller than themaximum value of the output of the motor in the third control state.

In accordance with a twelfth aspect of the present disclosure, in thehuman-powered vehicle control device according to the eleventh aspect,the transmission is configured to change the first ratio in steps, andthe maximum value is decreased as the steps of the first ratio changedduring the predetermined period increase in number or as the steps ofthe first ratio changed by the signal received during the predeterminedperiod increase in number.

In accordance with the human-powered vehicle control device of thetwelfth aspect, the maximum value of the output of the motor in thefourth control state is decreased as the number of steps of the changedfirst ratio increases.

In accordance with a thirteenth aspect of the present disclosure, thehuman-powered vehicle control device according to the eleventh aspect isconfigured so that the maximum value is decreased as a change amount ofthe first ratio changed during the predetermined period increases or asa change amount of the first ratio changed by the signal received duringthe predetermined period increases.

In accordance with the human-powered vehicle control device of thethirteenth aspect, the maximum value of the output of the motor in thefourth control state is decreased as the change amount of the changedfirst ratio increases.

In accordance with a fourteenth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the firstto thirteenth aspects is configured so that the electronic controller isconfigured to control the motor in accordance with the human drive forceinput to the human-powered vehicle. The electronic controller isconfigured to control the motor so that a first response speed of anoutput of the motor in a case in which the human drive force increasesin the fourth control state is higher than the first response speed inthe third control state.

In accordance with the human-powered vehicle control device of thefourteenth aspect, the motor is controlled so that the first responsespeed in the fourth control state is higher than the first responsespeed in the first control state.

In accordance with a fifteenth aspect of the present disclosure, in thehuman-powered vehicle control device according to the fourteenth aspect,the transmission is configured to change the first ratio in steps, andthe first response speed is increased as the steps of the first ratiochanged during the predetermined period increase in number or as thesteps of the first ratio changed by the signal received during thepredetermined period increase in number.

In accordance with the human-powered vehicle control device of thefifteenth aspect, the first response speed in the fourth control stateincreases as the number of steps of the changed first ratio increases.

In accordance with a sixteenth aspect of the present disclosure, thehuman-powered vehicle control device according to the fourteenth aspectis configured so that the first response speed is increased as a changeamount of the first ratio changed during the predetermined periodincreases or as a change amount of the first ratio changed by the signalreceived during the predetermined period increases.

In accordance with the human-powered vehicle control device of thesixteenth aspect, the first response speed in the fourth control stateis increased as the change amount of the changed first ratio increases.

In accordance with a seventeenth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the firstto sixteenth aspects is configured so that the electronic controller isconfigured to control the motor in accordance with the human drive forceinput to the human-powered vehicle. The electronic controller isconfigured to control the motor so that a second response speed of anoutput of the motor in a case in which the human drive force decreasesin the fourth control state is higher than the second response speed inthe third control state.

In accordance with the human-powered vehicle control device of theseventeenth aspect, the motor is controlled so that the second responsespeed in the fourth control state is higher than the first responsespeed in the second control state.

In accordance with an eighteenth aspect of the present disclosure, inthe human-powered vehicle control device according to the seventeenthaspect, the transmission is configured to change the first ratio insteps, and the second response speed is increased as the steps of thefirst ratio changed during the predetermined period increase in numberor as the steps of the first ratio changed by the signal received duringthe predetermined period increase in number.

In accordance with the human-powered vehicle control device of theeighteenth aspect, the second response speed in the fourth control stateis increased as the number of steps of the changed first ratioincreases.

In accordance with a nineteenth aspect of the present disclosure, thehuman-powered vehicle control device according to the seventeenth aspectis configured so that the second response speed is increased as a changeamount of the first ratio changed during the predetermined periodincreases or as a change amount of the first ratio changed by the signalreceived during the predetermined period increases.

In accordance with the human-powered vehicle control device of thenineteenth aspect, the second response speed in the fourth control stateis increased as the change amount of the changed first ratio increases.

In accordance with a twentieth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the firstto nineteenth aspects is configured so that the fourth control stateincludes a first control state and a second control state that differsfrom the first control state, the electronic controller is configured tocontrol the motor in the first control state in at least one of a casein which the first ratio is decreased and changed by only one stepduring the predetermined period and a case in which a signal is receivedfor decreasing and changing the first ratio by one step during thepredetermined period. The electronic controller is configured to controlthe motor in the second control state in at least one of a case in whichthe first ratio is decreased and changed by at least two steps duringthe predetermined period and a case in which a signal is received fordecreasing and changing the first ratio by at least two steps during thepredetermined period.

In accordance with the human-powered vehicle control device of thetwentieth aspect, the motor is controlled in a suitable manner for acase in which the first ratio is changed by one step and a case in whichthe first ratio is continuously changed by at least two steps.

In accordance with a twenty-first aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the firstto nineteenth aspects is configured so that the fourth control stateincludes a first control state and a second control state that differsfrom the first control state, the electronic controller is configured tocontrol the motor in the first control state in at least one of a casein which the first ratio is increased and changed by only one stepduring the predetermined period and a case in which a signal is receivedfor increasing and changing the first ratio by one step during thepredetermined period. The electronic controller is configured to controlthe motor in the second control state in at least one of a case in whichthe first ratio is increased and changed by at least two steps duringthe predetermined period and a case in which a signal is received forincreasing and changing the first ratio by at least two steps during thepredetermined period.

In accordance with the human-powered vehicle control device of thetwenty-first aspect, the motor is controlled in a suitable manner for acase in which the first ratio is changed by one step and a case in whichthe first ratio is continuously increased and changed by at least twosteps.

In accordance with a twenty-second aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the firstto twentieth aspects is configured so that the electronic controller isconfigured to change the control state of the motor from the fourthcontrol state to the fifth control state in a case in which an increasedamount of a value related to a vehicle speed becomes greater than orequal to a predetermined first value in the fourth control state or in acase in which a value related to the vehicle speed becomes greater thanor equal to a predetermined second value in the fourth control state.

In accordance with the human-powered vehicle control device of thetwenty-second aspect, the control state of the motor is changed from thefourth control state to the fifth control state in a case in which theincreased amount of the value related to the vehicle speed is greaterthan or equal to the predetermined first value or in accordance with anincrease in vehicle speed.

In accordance with a twenty-third aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the firstto twenty-second aspects is configured so that the electronic controlleris configured to change the control state of the motor from the fourthcontrol state to the fifth control state in a case in which a decreasedamount of a value related to the human drive force becomes greater thanor equal to a predetermined third value in the fourth control state orin a case in which a value related to the human drive force becomes lessthan or equal to a predetermined fourth value in the fourth controlstate.

In accordance with the human-powered vehicle control device of thetwenty-third aspect, the control state of the motor is changed from thefourth control state to the fifth control state in accordance with adecrease in the human drive force.

In accordance with a twenty-fourth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the firstto twenty-third aspects is configured so that the electronic controlleris configured to change the control state of the motor from the fourthcontrol state to the fifth control state in a case in which a decreasedamount of a value related to an inclination angle of the human-poweredvehicle becomes greater than or equal to a predetermined fifth value inthe fourth control state or in a case in which a value related to aninclination angle of the human-powered vehicle becomes less than orequal to a predetermined sixth value in the fourth control state.

In accordance with the human-powered vehicle control device of thetwenty-fourth aspect, the control state of the motor can be changed fromthe fourth control state to the fifth control state in accordance with adecrease in the inclination angle.

In accordance with a twenty-fifth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the firstto twenty-fourth aspects is configured so that the fifth control stateincludes the third control state.

In accordance with the human-powered vehicle control device of thetwenty-fifth aspect, after the control state of the motor is changedfrom the third control state to the fourth control state, the controlstate is changed from the fourth control state to the third controlstate in accordance with the value related to at least one of the speedof the human-powered vehicle, the human drive force, the inclinationangle of the human-powered vehicle, and the state of the rider of thehuman-powered vehicle.

In accordance with a twenty-sixth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the firstto twenty-fifth aspects further comprises a second detector that outputsa signal corresponding to a state of the transmission, and is configuredso that the electronic controller is configured to change a controlstate of the motor in accordance with the output of the second detector.

In accordance with the human-powered vehicle control device of thetwenty-sixth aspect, the state of the transmission is suitably detectedby the second detector.

The human-powered vehicle control device in accordance with the presentdisclosure sets a suitable traveling state for a human-powered vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

Referring now to the attached drawings which form a part of thisoriginal disclosure.

FIG. 1 is a side elevational view of a human-powered vehicle including ahuman-powered vehicle control device in accordance with one illustratedembodiment.

FIG. 2 is a block diagram showing an electrical configuration of thehuman-powered vehicle control device in accordance with the illustratedembodiment.

FIG. 3 is a map showing an example of the relationship between arotational speed of a crank and a second ratio stored in a storage ofFIG. 2.

FIG. 4 is a map showing an example of the relationship between therotational speed of the crank and a maximum value of an output of amotor stored in the storage of FIG. 2.

FIG. 5 is a map showing an example of the relationship between therotational speed of the crank and a first time constant stored in thestorage FIG. 2.

FIG. 6 is a map showing an example of the relationship between therotational speed of the crank and a second time constant stored in thestorage of FIG. 2.

FIG. 7 is a flowchart of a control process for switching a first controlstate and a second control state executed by the electronic controllerof FIG. 2.

FIG. 8 is a flowchart of a control process for switching from a fourthcontrol state to a fifth control state in accordance with a vehiclespeed executed by the electronic controller of FIG. 2.

FIG. 9 is a flowchart of a control process for switching from the fourthcontrol state to the fifth control state in accordance with a humandrive force executed by the electronic controller of FIG. 2.

FIG. 10 is a flowchart of a control process for switching from thefourth control state to the fifth control state in accordance with aninclination angle executed by the electronic controller of FIG. 2.

FIG. 11 is a flowchart of a control process for switching from thefourth control state to the fifth control state in accordance with aheart rate executed by the electronic controller of FIG. 2.

FIG. 12 is a flowchart of a modified control process for switching afirst control state and a second control state executed by theelectronic controller of FIG. 2.

DETAILED DESCRIPTION OF EMBODIMENTS

Selected embodiments will now be explained with reference to thedrawings. It will be apparent to those skilled in the human-poweredvehicle field from this disclosure that the following descriptions ofthe embodiments are provided for illustration only and not for thepurpose of limiting the invention as defined by the appended claims andtheir equivalents.

A human-powered vehicle control device 40 in accordance with oneembodiment will now be described with reference to FIGS. 1 to 11.Hereinafter, the human-powered vehicle control device 40 will simply bereferred to as the control device 40. The control device 40 is providedin the human-powered vehicle 10. The human-powered vehicle 10 is avehicle that can be driven by at least human drive force. Thehuman-powered vehicle 10 includes, for example, a bicycle. Thehuman-powered vehicle 10 also includes, for example, a unicycle and avehicle having three or more wheels, and the number of wheels is notlimited. The human-powered vehicle 10 includes various types of bicyclessuch as a mountain bike, a road bike, a city bike, a cargo bike, arecumbent bike, and, and an electric assist bicycle (E-bike). Thehuman-powered vehicle 10 described hereafter is a bicycle.

As shown in FIG. 1, the human-powered vehicle 10 includes a crank 12 anda drive wheel 14. The human-powered vehicle 10 further includes a frame16. A human drive force H is input to the crank 12. The crank 12includes a crankshaft 12A rotatable relative to the frame 16 and a crankarm 12B provided on each of the opposite axial ends of the crankshaft12A. A pedal 18 is connected to each of the crank arms 12B. The drivewheel 14 is driven by the rotation of the crank 12. The drive wheel 14is supported by the frame 16. The crank 12 and the drive wheel 14 areconnected by a drive mechanism 20. The drive mechanism 20 includes afirst rotary body 22 coupled to the crankshaft 12A. The crankshaft 12Aand the first rotary body 22 can be coupled by a first one-way clutch.The first one-way clutch is configured to rotate the first rotary body22 forward in a case in which the crank 12 rotates forward and notrotate the first rotary body 22 backward in a case in which the crank 12rotates backward. The first rotary body 22 includes a sprocket, apulley, or a bevel gear. The drive mechanism 20 further includes asecond rotary body 24 and a linking member 26. The linking member 26transmits the rotational force of the first rotary body 22 to the secondrotary body 24. The linking member 26 includes, for example, a chain, abelt, or a shaft.

The second rotary body 24 is connected to the drive wheel 14. The secondrotary body 24 includes a sprocket, a pulley, or a bevel gear. A secondone-way clutch is preferably provided between the second rotary body 24and the drive wheel 14. The second one-way clutch is configured torotate the drive wheel 14 forward in a case in which the second rotarybody 24 rotates forward and not rotate the drive wheel 14 backward in acase in which the second rotary body 24 rotates backward.

The human-powered vehicle 10 includes a front wheel and a rear wheel.The front wheel is attached to the frame 16 by a front fork 16A. Ahandlebar 16C is connected to the front fork 16A by a stem 16B. In thefollowing embodiment, the rear wheel will be referred to as the drivewheel 14. However, the front wheel can be the drive wheel 14.

The human-powered vehicle 10 further includes a battery 28. The battery28 includes one or more battery cells. The battery cell includes arechargeable battery. The battery 28 is provided on the human-poweredvehicle 10 and supplies power to other electric components such as amotor 30 and the control device 40, which are electrically connected tothe battery 28 by wires. The battery 28 is connected to an electroniccontroller 42 of the control device 40. Hereinafter, the electroniccontroller 42 will simply be referred to as the controller 42. Thebattery 28 communicates with the controller 42 through wired or wirelessconnection. The battery 28 is configured to communicate with thecontroller 42 though, for example, power line communication (PLC). Thebattery 28 can be attached to the outside of the frame 16 or at leastpartially accommodated in the frame 16.

The human-powered vehicle 10 further includes a motor 30 and a drivecircuit 32 for the motor 30. The motor 30 and the drive circuit 32 arepreferably provided in the same housing 30A. The drive circuit 32controls power supplied from the battery 28 to the motor 30. The drivecircuit 32 is connected to the controller 42 to communicate with thecontroller 42 through wired or wireless connection. The drive circuit 32is configured to communicate with the controller 42, for example,through serial communication. The drive circuit 32 drives the motor 30in accordance with a control signal from the controller 42. The motor 30is a propulsion assist motor that assists in propulsion of thehuman-powered vehicle 10. The motor 30 includes an electric motor. Themotor 30 is provided in a power transmission path of the human driveforce H extending from the pedals 18 to the rear wheel or provided totransmit rotation to the front wheel. The motor 30 is provided on theframe 16, the rear wheel, or the front wheel of the human-poweredvehicle 10. In one example, the motor 30 is coupled to a powertransmission path extending from the crankshaft 12A to the first rotarybody 22. A one-way clutch is preferably provided on the powertransmission path between the motor 30 and the crankshaft 12A so thatthe motor 30 does is not rotated by the rotational force of the crank 12in a case in which the crankshaft 12A is rotated in the direction inwhich the human-powered vehicle 10 moves forward. The housing 30A onwhich the motor 30 and the drive circuit 32 are provided can be providedwith components other than the motor 30 and the drive circuit 32, forexample, a reduction gear that reduces the speed of the rotation of themotor 30 and outputs the rotation.

The human-powered vehicle 10 includes a transmission 34. In the presentembodiment, the transmission 34 is configured to change, in steps, afirst ratio R of a rotational speed of the drive wheel 14 to arotational speed of a rotary body to which human drive force H is input.The rotary body to which the human drive force H is input includes thecrank 12. The transmission 34 is configured to be driven by an electricactuator 36. The controller 42 controls the electric actuator 36. Thetransmission 34, together with the electric actuator 36 forms atransmission device. The electric actuator 36 includes an electricmotor. The transmission 34 is used to change the first ratio R of therotational speed of the drive wheel 14 to the rotational speed N of thecrank 12. In the present embodiment, the transmission 34 is configuredto change the first ratio R in steps. The electric actuator 36 causesthe transmission 34 to perform a shift operation. The transmission 34 iscontrolled by the controller 42. The electric actuator 36 is connectedto the controller 42 to communicate with the controller 42 through wiredor wireless connection. The electric actuator 36 is configured tocommunicate with the controller 42, for example, by power linecommunication (PLC). The electric actuator 36 shifts the transmissionratio with the transmission 34 in accordance with a control signal fromthe controller 42. The transmission 34 includes at least one of aninternal transmission device and an external transmission device(derailleur).

The control device 40 includes the controller 42. The terms “controller”and “electronic controller” as used herein refer to hardware thatexecutes a software program and does not include a human. The controller42 includes at least one processor that performs a predetermined controlprogram. The processor is, for example, a central processing unit (CPU)or a micro-processing unit (MPU). The controller 42 can include one ormore microcomputers with one or more processors. The controller 42 caninclude a plurality of processors located at separate positions. Thecontrol device 40 further includes a storage (memory device) 44. Thestorage 44 stores various control programs and information used forvarious control processes. The storage 44 includes any computer storagedevice or any non-transitory computer-readable medium with the soleexception of a transitory, propagating signal. For example, the storage44 includes a nonvolatile memory and a volatile memory. The controller42 and the storage 44 are, for example, provided on the housing 30A onwhich the motor 30 is provided.

The control device 40 further includes a crank rotation sensor 46, avehicle speed sensor 48, and a torque sensor 50.

The crank rotation sensor 46 is used to detect the rotational speed N ofthe crank 12 of the human-powered vehicle 10. The crank rotation sensor46 is attached to, for example, the frame 16 of the human-poweredvehicle 10 or the housing 30A on which the motor 30 is provided. Thecrank rotation sensor 46 includes a magnetic sensor that outputs asignal corresponding to the intensity of a magnetic field. An annularmagnet, of which the magnetic field intensity changes in thecircumferential direction, is provided on the crankshaft 12A or thepower transmission path between the crankshaft 12A and the first rotarybody 22. The crank rotation sensor 46 can be any sensor that can producea signal that is indicative of the rotational speed N of the crank 12.The crank rotation sensor 46 is connected to the controller 42 tocommunicate with the controller 42 through wired or wireless connection.The crank rotation sensor 46 outputs a signal corresponding to therotational speed N of the crank 12 to the controller 42. The crankrotation sensor 46 can be provided on a member that rotates integrallywith the crankshaft 12A in the power transmission path of the humandrive force H from the crankshaft 12A to the first rotary body 22. Forexample, the crank rotation sensor 46 can be provided on the firstrotary body 22 in a case in which the first one-way clutch is notprovided between the crankshaft 12A and the first rotary body 22. Thecrank rotation sensor 46 can be used to detect a vehicle speed V of thehuman-powered vehicle 10. In this case, the controller 42 calculates therotational speed of the drive wheel 14 in accordance with the rotationalspeed N of the crank 12 detected by the crank rotation sensor 46 and thefirst ratio R to obtain the vehicle speed V of the human-powered vehicle10. Information related to the first ratio R is stored in advance in thestorage 44.

In a case in which the transmission 34 for changing the first ratio R isprovided on the human-powered vehicle 10, the controller 42 cancalculate the first ratio R in accordance with the vehicle speed V ofthe human-powered vehicle 10 and the rotational speed N of the crank 12.In this case, information related to the circumferential length of thedrive wheel 14, the diameter of the drive wheel 14, or the radius of thedrive wheel 14 is stored in advance in the storage 44. In a case inwhich the rotational speed of the drive wheel 14 is detected by thecrank rotation sensor 46 and the human-powered vehicle 10 includes thetransmission 34, the crank rotation sensor 46 preferably includes ashift sensor for detecting the first ratio R. The shift sensor detectsthe current shift stage of the transmission 34. The relationship betweenthe shift stage and the first ratio R is stored in advance in thestorage 44. The controller 42 thus obtains the current first ratio Rfrom the detection result of the shift sensor. The controller 42 cancalculate the rotational speed N of the crank 12 by dividing therotational speed of the drive wheel 14 by the first ratio R. In thiscase, the vehicle speed sensor 48 can be used as the crank rotationsensor 46.

The vehicle speed sensor 48 is used to detect the rotational speed ofthe wheel. The vehicle speed sensor 48 is electrically connected to thecontroller 42 in a wired or wireless manner. The vehicle speed sensor 48is connected to the controller 42 to communicate with the controller 42through wired or wireless connection. The vehicle speed sensor 48outputs a signal corresponding to the rotational speed of the wheel tothe controller 42. The vehicle speed sensor 48 can be any sensor thatcan produce a signal that is indicative of the rotational speed of thewheel. The controller 42 calculates the vehicle speed V of thehuman-powered vehicle 10 based on the rotational speed of the wheel. Thecontroller 42 stops the motor 30 in a case in which the vehicle speed Vbecomes higher than or equal to a predetermined value. The predeterminedvalue is, for example, 25 kilometers per hour or 45 kilometers per hour.The vehicle speed sensor preferably includes a magnetic reed forming areed switch or a Hall element. The vehicle speed sensor can be mountedon a chain stay of the frame 16 to detect a magnet attached to the rearwheel or can be provided on the front fork 16A to detect a magnetattached to the front wheel. Thus, in the case of a reed switch or aHall element, the vehicle speed sensor 48 indirectly detects therotational speed of the wheel by detecting a magnet attached to thewheel. Alternatively, the vehicle speed sensor 48 can directly detectthe rotational speed of the wheel by using a speedometer gear assemblythat is directly rotated by the wheel. In another example, the vehiclespeed sensor 48 includes a GPS receiver. The controller 42 can detectthe vehicle speed V of the human-powered vehicle 10 in accordance withthe GPS information acquired by the GPS receiver, map informationrecorded in advance in the storage 44, and the time. The controller 42preferably includes a time measuring circuit for measuring time.

The torque sensor 50 is used to detect torque TH of the human driveforce H. The torque sensor 50 is provided, for example, on the housingon which the motor 30 is provided. The torque sensor 50 detects thetorque TH of the human drive force H input to the crank 12. For example,in a case in which the first one-way clutch is provided in the powertransmission path, the torque sensor 50 is provided at the upstream sideof the first one-way clutch. The torque sensor 50 includes a strainsensor, a magnetostrictive sensor, or the like. The strain sensorincludes a strain gauge. In a case in which the torque sensor 50includes a strain sensor, the strain sensor is preferably provided on anouter circumferential portion of the rotary body included in the powertransmission path. The torque sensor 50 can be any sensor that canproduce a signal that is indicative of the human drive force H inputtedto the crank 12. The torque sensor 50 can include a wireless or wiredcommunicator. The communicator of the torque sensor 50 is configured tocommunicate with the controller 42.

Preferably, the control device 40 further includes a first detector 52that outputs a signal corresponding to the operation of an operationunit 38, which is configured to operate the transmission 34. The term“detector” as used herein refers to a hardware device or instrumentdesigned to detect the presence of a particular object or substance andto emit a signal in response. The term “detector” as used herein do notinclude a human. The controller 42 changes the control state of themotor 30 in accordance with the output of the first detector 52. Theoperation unit 38 is operated to change the operational state of thetransmission 34. The operation unit 38 is connected to the controller 42to communicate with the controller 42 through wired or wirelessconnection. The operation unit 38 is configured to communicate with thecontroller 42 though, for example, power line communication (PLC). Theoperation unit 38 includes, for example, an operation member, the firstdetector 52 that detects the movement of the operation member, and anelectric circuit that communicates with the controller 42 in accordancewith an output signal of the first detector 52. In a case in which theoperation member is operated by a user, the first detector 52 transmitsthe output signal to the controller 42. The operation member and thefirst detector 52 that detects movement of the operation member can beconfigured by a push switch, a lever type switch, or a touch panel. Theoperation unit 38 is provided, for example, on the handlebar 16C.

Preferably, the control device 40 further includes a second detector 54that outputs a signal corresponding to the state of the transmission 34.The controller 42 changes the control state of the motor 30 inaccordance with the output of the second detector 54. The seconddetector 54 detects the current shift stage of the transmission 34. Therelationship between the shift stage and the first ratio R is stored inadvance in the storage 44. Thus, the controller 42 can obtain thecurrent first ratio R from the detection result of the second detector54. In a case in which the crank rotation sensor 46 includes a shiftsensor, the second detector 54 is configured in the same manner as theshift sensor of the crank rotation sensor 46. The shift sensor of thecrank rotation sensor 46 can be used as the second detector 54. However,the second detector 54 can be separate from the shift sensor of thecrank rotation sensor 46.

Preferably, the control device 40 further includes a third detector 56that detects a value related to at least one of the vehicle speed V ofthe human-powered vehicle 10, the human drive force H, the inclinationangle G of the human-powered vehicle, and the state of the rider of thehuman-powered vehicle 10. The controller 42 changes the control state ofthe motor 30 in accordance with the output of the third detector 56.

The third detector 56 includes at least one of a first sensor 58, asecond sensor 60, a third sensor 62, and a fourth sensor 64.

The first sensor 58 is used to detect the vehicle speed V of thehuman-powered vehicle 10. The first sensor 58 is configured in the samemanner as the vehicle speed sensor 48. The vehicle speed sensor 48 canbe used as the first sensor 58, but the first sensor 58 can beconfigured separately from the vehicle speed sensor 48.

The second sensor 60 is used to detect the human drive force H. Thehuman drive force H detected by the second sensor 60 includes the torqueTH or the power WH of the human drive force H. In a case in which thetorque TH of the human drive force H is detected using the second sensor60, the second sensor 60 is configured in the same manner as the torquesensor 50. The torque sensor 50 can be used as the second sensor 60.However, the second sensor 60 can be separate from the torque sensor 50.In a case in which the power WH of the human drive force H is detectedusing the second sensor 60, the second sensor 60 is configured in thesame manner as the torque sensor 50 and the crank rotation sensor 46.The torque sensor 50 and the crank rotation sensor 46 can be used as thesecond sensor 60. However, the second sensor 60 can be separate from thetorque sensor 50 and the crank rotation sensor 46.

The third sensor 62 is used to detect the tilt of the human-poweredvehicle 10. An inclination angle G of the road surface on which thehuman-powered vehicle 10 travels can be detected by the third sensor 62.The inclination angle G of the road surface on which the human-poweredvehicle 10 travels can be detected by the inclination angle in thetraveling direction of the human-powered vehicle 10. The inclinationangle G of the road surface on which the human-powered vehicle 10travels corresponds to the inclination angle of the human-poweredvehicle 10. In one example, the third sensor 62 includes an inclinationsensor. An example of an inclination sensor is a gyro sensor or anacceleration sensor. In another example, the third sensor 62 includes aglobal positioning system (GPS) receiver. The third sensor 62 can be anysensor or device that can produce a signal that is indicative of theinclination angle G of the road surface on which the human-poweredvehicle 10 travels. The controller 42 can calculate the inclinationangle G of the road surface on which the human-powered vehicle 10travels from the GPS information obtained by the GPS receiver and theroad surface gradient included in the map information, which is recordedin advance in the storage 44.

The fourth sensor 64 is used to detect the state of the rider of thehuman-powered vehicle 10. The fourth sensor 64 includes, for example, aheart rate sensor. The heart rate sensor detects the heart rate of therider. The heart rate sensor is configured to be attachable to, forexample, the body of the rider. The fourth sensor 64 can be any sensoror device that can produce a signal that is indicative of the heart rateof the rider. The heart rate sensor can include a wireless or wiredcommunicator. The communicator of the fourth sensor 64 is configured tocommunicate with the controller 42. The communicator of the fourthsensor 64 can be configured to communicate with, for example, a cyclecomputer, and the information detected by the fourth sensor 64 can betransmitted from the cycle computer to the controller 42.

For example, the controller 42 controls the motor 30 so that the assistforce produced by the motor 30 to the human drive force H becomes equalto a predetermined ratio. For example, the controller 42 can control themotor 30 so that the power WM (watt) of the motor 30 to the power WH(watt) of the human drive force H becomes equal to a predeterminedratio. The controller 42 controls the motor 30 in a plurality of controlmodes having different second ratios A of the output of the motor 30 tothe human drive force H. A ratio AW of the power WM of the output of themotor 30 to the power WH of the human drive force H of the human-poweredvehicle 10 can be referred to as the second ratio A. The power WH of thehuman drive force H is calculated by multiplying the human drive force Hand the rotational speed N of the crank 12. The controller 42 cancontrol the motor 30 so that the output torque TM of the assist forceproduced by the motor 30 to the torque TH of the human drive force H ofthe human-powered vehicle 10 becomes equal to a predetermined ratio. Atorque ratio AT of the output torque TM of the motor 30 to the torque THof the human drive force H of the human-powered vehicle 10 can bereferred to as the second ratio A. In a case in which the output of themotor 30 is input to the power transmission path of the human driveforce H via the reduction gear, the output of the reduction gear isreferred to as the output of the motor 30. The controller 42 outputs acontrol command to the drive circuit 32 of the motor 30 in accordancewith the power WH or the torque TH of the human drive force H. Thecontrol command includes, for example, a torque command value.

The controller 42 controls the motor 30 so that the output of the motor30 becomes less than or equal to a predetermined value. The output ofthe motor 30 includes the output torque TM of the motor 30. Thecontroller 42 can control the motor 30 so that the ratio AW becomes lessthan or equal to a predetermined value AW1. In one example, thepredetermined value AW1 is 500 watts. In another example, thepredetermined value AW1 is 300 watts. The controller 42 can control themotor 30 so that the torque ratio AT becomes less than or equal to thepredetermined torque ratio AT1. In one example, the predetermined torqueratio AT1 is 300%.

The controller 42 controls the motor 30 that assists in the propulsionof the human-powered vehicle 10 including the transmission 34. Thecontroller 42 controls the motor 30 in the first control state in atleast one of a case in which the first ratio R is changed by only onestep during a predetermined period and a case in which a signal isreceived for changing the first ratio R by one step during thepredetermined period. The controller 42 controls the motor 30 in thesecond control state that differs from the first control state in atleast one of a case in which the first ratio R is changed by two or moresteps during the predetermined period and a case in which a signal isreceived for changing the first ratio R by two or more steps during thepredetermined period.

Preferably, the controller 42 controls the motor 30 in the first controlstate in at least one of a case in which the first ratio R is decreasedand changed by only one step during the predetermined period and a casein which a signal is received for decreasing and changing the firstratio R by one step during the predetermined period. The controller 42controls the motor 30 in the second control state in at least one of acase in which the first ratio R is decreased and changed by two or moresteps during the predetermined period and a case in which a signal isreceived for decreasing and changing the first ratio R by two or moresteps during the predetermined period. Preferably, the controller 42controls the motor 30 in the first control state in at least one of acase in which the first ratio R is increased and changed by only onestep during the predetermined period and a case in which a signal isreceived for increasing and changing the first ratio R by one stepduring the predetermined period. The controller 42 controls the motor 30in the second control state in at least one of a case in which the firstratio R is increased and changed by two or more steps during thepredetermined period and a case in which a signal is received forincreasing and changing the first ratio R by two or more steps duringthe predetermined period. The controller 42 can control the motor 30 inthe first control state or the second control state in accordance withthe step of the changed first ratio R if one of a case in which thefirst ratio R is decreased and changed and a case in which the firstratio R is increased and changed occurs. Further, the controller 42 cancontrol the motor 30 in the same control state irrespective of the stepof the changed first ratio R if the other one of a case in which thefirst ratio R is decreased and changed and a case in which the firstratio R is increased and changed occurs. The same control stateincludes, for example, the first control state.

In a first example, the controller 42 controls the motor 30 inaccordance with the human drive force H input to the human-poweredvehicle 10. The controller 42 controls the motor 30 so that the secondratio A of the assist force produced by the motor 30 to the human driveforce H in the second control state is larger than the second ratio A inthe first control state. For example, a double-dashed line L11 in FIG. 3shows an example of the relationship between the rotational speed N ofthe crank 12 and the second ratio A1 in the first control state. A solidline L12 in FIG. 3 shows an example of the relationship between therotational speed N of the crank 12 and the second ratio A2 in the secondcontrol state. The second ratio A2 is increased as the steps of thefirst ratio R changed during the predetermined period increase in numberor as the steps of the first ratio R changed by the signal receivedduring the predetermined period increase in number. In the example ofFIG. 3, the controller 42 controls the motor 30 so that the second ratioA2 with respect to the rotational speed N of the crank 12 becomes thesolid line L12 in a case in which the step of the first ratio R changedby the signal received during the predetermined period within thepredetermined period is one step in the second control state. Thecontroller 42 controls the motor 30 so that the second ratio A2 withrespect to the rotational speed N of the crank 12 becomes a broken lineL13 in a case in which the step of the first ratio R changed by thesignal received during the predetermined period within the predeterminedperiod is two steps in the second control state. The controller 42 candetermine the second ratio A in accordance with the torque TH instead ofthe rotational speed N of the crank 12 in the first control state andthe second control state. In this case, the relationship in which therotational speed N of the crank 12 in FIG. 3 is replaced by the torqueTH can be the relationship between the torque TH and the second ratio Ain the first control state and the second control state.

In a second example, the controller 42 controls the motor 30 inaccordance with the human drive force H input to the human-poweredvehicle 10. The controller 42 controls the motor 30 so that the secondratio A of the assist force produced by the motor 30 to the human driveforce H in the second control state is smaller than the second ratio Ain the first control state. For example, the solid line L12 in FIG. 3shows an example of the relationship between the rotational speed N ofthe crank 12 and the second ratio A1 in the first control state. Thedouble-dashed line L11 in FIG. 3 shows an example of the relationshipbetween the rotational speed N of the crank 12 and the second ratio A2in the second control state. The second ratio A2 is decreased as thesteps of the first ratio R changed during the predetermined periodincrease in number or as the steps of the first ratio R changed by thesignal received during the predetermined period increase in number. Inthe example of FIG. 3, the controller 42 controls the motor 30 so thatthe second ratio A2 with respect to the rotational speed N of the crank12 becomes the double-dashed line L11 in a case in which the step of thefirst ratio R changed by the signal received during the predeterminedperiod within the predetermined period is one step in the second controlstate. The controller 42 controls the motor 30 so that the second ratioA2 with respect to the rotational speed N of the crank 12 becomes abroken line L14 in a case in which the step of the first ratio R changedby the signal received during the predetermined period within thepredetermined period is two steps in the second control state.

In a third example, the controller 42 controls the motor 30 inaccordance with the human drive force H input to the human-poweredvehicle 10. The controller 42 controls the motor 30 so that a maximumvalue TX of the output of the motor 30 is larger in the second controlstate than in a case of the first control state. For example, adouble-dashed line L21 in FIG. 4 shows an example of the relationshipbetween the rotational speed N of the crank 12 and the maximum value TX1in the first control state. In the double-dashed line L21 in FIG. 4, themaximum value TX1 in the first control state is a constant value in therange where the rotational speed N of the crank 12 is less than thefirst speed N1. After reaching the first speed N1, the maximum value TX1decreases as the rotational speed N of the crank 12 increases. A solidline L22 in FIG. 4 shows an example of the relationship between therotational speed N of the crank 12 and a maximum value TX2 in the secondcontrol state. In the solid line L22 of FIG. 4, the maximum value TX2 inthe second control state is a constant value in the range where therotational speed N of the crank 12 is less than a second speed N2, whichis larger than the first speed N1. After reaching the second speed N2,the maximum value TX2 decreases as the rotational speed N of the crank12 increases. In the double-dashed line L21 and the solid line L22 inFIG. 4, the maximum value TX1 and the maximum value TX2 are equal in therange where the rotational speed N of the crank 12 is greater than orequal to the second speed N2. The maximum value TX2 is increased as thesteps of the first ratio R changed during the predetermined periodincrease in number or as the steps of the first ratio R changed by thesignal received during the predetermined period increase in number. Inthe example of FIG. 4, the controller 42 controls the motor 30 so thatthe maximum value TX2 with respect to the rotational speed N of thecrank 12 becomes the solid line L22 in a case in which the step of thefirst ratio R changed by the signal received during the predeterminedperiod within the predetermined period is one step in the second controlstate. The controller 42 controls the motor 30 so that the maximum valueTX2 with respect to the rotational speed N of the crank 12 becomes abroken line L23 in a case in which the step of the first ratio R changedby the signal received during the predetermined period within thepredetermined period is two steps in the second control state.

In a fourth example, the controller 42 controls the motor 30 inaccordance with the human drive force H input to the human-poweredvehicle 10. The controller 42 controls the motor 30 so that a maximumvalue TX of the output of the motor 30 is larger in the second controlstate than in the first control state. For example, the solid line L22in FIG. 4 shows an example of the relationship between the rotationalspeed N of the crank 12 and the maximum value TX1 in the first controlstate. In the solid line L22 in FIG. 4, the maximum value TX1 in thefirst control state is a constant value in the range where therotational speed N of the crank 12 is less than the first speed N1.After reaching the first speed N1, the maximum value TX1 decreases asthe rotational speed N of the crank 12 increases. The double-dashed lineL21 in FIG. 4 shows an example of the relationship between therotational speed N of the crank 12 and the maximum value TX2 in thesecond control state. In the double-dashed line L21 in FIG. 4, themaximum value TX2 in the second control state is a constant value in therange where the rotational speed N of the crank 12 is less than thesecond speed N2, which is larger than the first speed N1. After reachingthe second speed N2, the maximum value TX2 decreases as the rotationalspeed N of the crank 12 increases. In the double-dashed line L21 and thesolid line L22 in FIG. 4, the maximum value TX1 and the maximum valueTX2 are equal in the range where the rotational speed N of the crank 12is greater than or equal to the second speed N2. The maximum value TX2is decreased as the steps of the first ratio R changed during thepredetermined period increase in number or as the steps of the firstratio R changed by the signal received during the predetermined periodincrease in number. In the example of FIG. 4, the controller 42 controlsthe motor 30 so that the maximum value TX2 with respect to therotational speed N of the crank 12 becomes the double-dashed line L21 ina case in which the step of the first ratio R changed by the signalreceived during the predetermined period within the predetermined periodis one step in the second control state. The controller 42 controls themotor 30 so that the maximum value TX2 with respect to the rotationalspeed N of the crank 12 becomes a broken line L24 in a case in which thestep of the first ratio R changed by the signal received during thepredetermined period within the predetermined period is two steps in thesecond control state.

In a fifth example, the controller 42 controls the motor 30 so that aresponse speed X of the change in the output of the motor 30 withrespect to the change in the human drive force H differs between a casein which the human drive force H is increased and a case in which thehuman drive force H is decreased. The controller 42 can control themotor 30 so that the response speed X differs between the first controlstate and the second control state. The controller 42 includes a filterprocessing unit, and the response speed X can be changed by the filterprocessing unit. Specifically, the controller 42 changes the responsespeed X by changing a time constant K used by the filter processingunit. The filter processing unit includes, for example, a low passfilter. The response speed X includes a first response speed X1 for acase in which the human drive force H is increased and a second responsespeed X2 for a case in which the human drive force H is decreased. Thefirst response speed X1 includes a first response speed X11 for thefirst control state and a first response speed X12 for the secondcontrol state. The second response speed X2 includes a second responsespeed X21 for the first control state and a second response speed X22for the second control state. The time constant K includes a first timeconstant K1 for a case in which the human drive force H is increased anda second time constant K2 for a case in which the human drive force H isdecreased. The first time constant K1 includes a first time constant K11for the first control state and a first time constant K12 for the secondcontrol state. The second time constant K2 includes a second timeconstant K21 for the first control state and a second time constant K22for the second control state.

The controller 42 controls the motor 30 in accordance with the humandrive force H input to the human-powered vehicle 10. The controller 42controls the motor 30 so that the first response speed X11 of the outputof the motor 30 in a case in which the human drive force H is increasedin the second control state is higher than the first response speed X12in the first control state. For example, a double-dashed line L31 inFIG. 5 shows an example of the relationship between the rotational speedN of the crank 12 and the first time constant K11 in the first controlstate. In the double-dashed line L31 in FIG. 5, the first time constantK11 in the first control state increases as the rotational speed N ofthe crank 12 increases. In the double-dashed line L31 in FIG. 5, thefirst time constant K11 in the first control state becomes equal to afirst value KX in a case in which the rotational speed N of the crank 12reaches a third speed N3. Further, the first time constant K11 ismaintained at the first value KX at higher than or equal to the thirdspeed N3. A solid line L32 in FIG. 5 shows an example of therelationship between the rotational speed N of the crank 12 and thefirst time constant K12 in the second control state. In the solid lineL32 of FIG. 5, the first time constant K12 in the second control stateincreases as the rotational speed N of the crank 12 increases. In thesolid line L32 of FIG. 5, the first time constant K12 in the secondcontrol state becomes equal to the first value KX in a case in which therotational speed N of the crank 12 reaches the third speed N3. Further,the first time constant K12 is maintained at the first value KX athigher than or equal to the third speed N3. In the example of FIG. 5,the first time constant K11 in the first control state and the firsttime constant K12 in the second control state are equal in the rangewhere the rotational speed N of the crank 12 is higher than or equal tothe third speed N3. Therefore, in the range where the rotational speed Nof the crank 12 is higher than or equal to the third speed N3, the firstresponse speed X11 and the first response speed X12 are equal. Thecontroller 42 can determine the first time constant K1 in accordancewith the torque TH instead of the rotational speed N of the crank 12 inthe first control state and the second control state. In this case, therelationship in which the rotational speed N of the crank 12 in FIG. 5is replaced by the torque TH can be the relationship between the torqueTH and the first time constant K1 in the first control state and thesecond control state. Preferably, the first response speed X12 isincreased as the steps of the first ratio R changed during thepredetermined period increase in number or as the steps of the firstratio R changed by the signal received during the predetermined periodincrease in number. In the example of FIG. 5, the controller 42 controlsthe motor 30 so that the first time constant K12 with respect to therotational speed N of the crank 12 becomes the solid line L32 in a casein which the step of the first ratio R changed by the signal receivedduring the predetermined period within the predetermined period is onestep in the second control state. The controller 42 controls the motor30 so that the first time constant K12 with respect to the rotationalspeed N of the crank 12 becomes a broken line L33 in a case in which thefirst ratio R is changed by two steps by the signal received during thepredetermined period in the second control state.

The controller 42 controls the motor 30 in accordance with the humandrive force H input to the human-powered vehicle 10. The controller 42controls the motor 30 so that the second response speed X22 of theoutput of the motor 30 in a case in which the human drive force H isdecreased in the second control state is preferably higher than thesecond response speed X21 in the first control state. For example, adouble-dashed line L41 in FIG. 6 shows an example of the relationshipbetween the rotational speed N of the crank 12 and the second timeconstant K21 in the first control state. In the double-dashed line L41of FIG. 6, the second time constant K21 in the first control stateincreases as the rotational speed N of the crank 12 increases. In thedouble-dashed line L41 in FIG. 6, the second time constant K21 in thefirst control state becomes a second value KY in a case in which therotational speed N of the crank 12 reaches a fourth speed N4. Further,the second time constant K21 is maintained at the second value KY athigher than or equal to the fourth speed N4. A solid line L42 in FIG. 6shows an example of the relationship between the rotational speed N ofthe crank 12 and the second time constant K22 in the second controlstate. In the solid line L42 in FIG. 6, the second time constant K22 inthe second control state increases as the rotational speed N of thecrank 12 increases. In the solid line L42 in FIG. 6, the second timeconstant K22 in the second control state becomes equal to the secondvalue KY in a case in which the rotational speed N of the crank 12reaches the fourth speed N4. Further, the second time constant K22 ismaintained at the second value KY at higher than or equal to the fourthspeed N4. In the example of FIG. 6, the second time constant K21 in thefirst control state and the second time constant K22 in the secondcontrol state are equal in the range where the rotational speed N of thecrank 12 is higher than or equal to the fourth speed N4. Therefore, inthe range where the rotational speed N of the crank 12 is higher than orequal to the fourth speed N4, the first response speed X11 and the firstresponse speed X12 are equal. The controller 42 can determine the secondtime constant K2 in accordance with the torque TH instead of therotational speed N of the crank 12 in the first control state and thesecond control state. In this case, the relationship in which therotational speed N of the crank 12 in FIG. 6 is replaced by the torqueTH can be the relationship between the torque TH and the first timeconstant K in the first control state and the second control state.Preferably, the second response speed X2 is increased as the steps ofthe first ratio R changed during the predetermined period increase innumber or as the steps of the first ratio R changed by the signalreceived during the predetermined period increase in number. In theexample of FIG. 6, the controller 42 controls the motor 30 so that thesecond time constant K22 with respect to the rotational speed N of thecrank 12 becomes the solid line L42 in a case in which the step of thefirst ratio R changed by the signal received during the predeterminedperiod within the predetermined period is one step in the second controlstate. The controller 42 controls the motor 30 so that the second timeconstant K22 with respect to the rotational speed N of the crank 12becomes a broken line L43 in a case in which the step of the first ratioR changed by the signal received during the predetermined period withinthe predetermined period is two steps in the second control state.

The relationship between the rotational speed N of the crank 12 and thefirst time constant K1 can be equal to the relationship between therotational speed N of the crank 12 and the second time constant K2.Specifically, the line shape and the corresponding numerical values ofthe double-dashed line L31 in FIG. 5 can be the same as those of thedouble-dashed line L41 in FIG. 6, and the line shape and thecorresponding numerical values of the solid line L32 in FIG. 5 can bethe same as those of the solid line L42 in FIG. 6. The relationshipbetween the rotational speed N of the crank 12 and the first timeconstant K1 can differs from the relationship between the rotationalspeed N of the crank 12 and the second time constant K2. For example,the line shape of at least one of the lines L31 to L34 in FIG. 5 differsfrom the line shape of the lines L41 to L44 in FIG. 6. Furthermore, thecontroller 42 can control the motor 30 so that one of the first responsespeed X1 and the second response speed X2 is the same in the firstcontrol state and the second control state. Moreover, the controller 42can control the motor 30 so that one of the first response speed X1 andthe second response speed X2 in the second control state is lower thanone of the first response speed X1 and the second response speed X2 inthe first control state.

The controller 42 can execute the control of only one of the threeexamples of one of the first example and the second example, one of thethird example and the fourth example, and the fifth example. Thecontroller 42 can execute the control of two or three of the threeexamples of one of the first example and the second example, one of thethird example and the fourth example, and the fifth example.

Preferably, the controller 42 changes a control state of the motor 30from a third control state to a fourth control state that differs fromthe third control state in at least one of a case in which the firstratio R is changed by the transmission 34 and a case in which a signalfor changing the first ratio R is received. Further, the controller 42changes the control state of the motor 30 from the fourth control stateto a fifth control state that differs from the fourth control state inaccordance with a value related to at least one of a vehicle speed V ofthe human-powered vehicle 10, the human drive force H, an inclinationangle G of the human-powered vehicle, and a state of a rider of thehuman-powered vehicle 10.

The fourth control state includes a first control state and a secondcontrol state that differs from the first control state. Preferably, thecontroller 42 controls the motor 30 in the first control state in atleast one of a case in which the first ratio R is decreased and changedby only one step during the predetermined period and a case in which asignal is received for decreasing and changing the first ratio R by onestep during the predetermined period. Preferably, the controller 42controls the motor 30 in the second control state in at least one of acase in which the first ratio R is decreased and changed by two or moresteps during the predetermined period and a case in which a signal isreceived for decreasing and changing the first ratio R by two or moresteps during the predetermined period.

The fourth control state includes a first control state and a secondcontrol state that differs from the first control state. Preferably, thecontroller 42 controls the motor 30 in the first control state in atleast one of a case in which the first ratio R is increased and changedby only one step during the predetermined period and a case in which asignal for increasing and changing the first ratio R by one step isreceived during the predetermined period. Preferably, the controller 42controls the motor 30 in the second control state in at least one of acase in which the first ratio R is increased and changed by two or moresteps during the predetermined period and a case in which a signal forincreasing and changing the first ratio R by two or more steps isreceived during the predetermined period.

The fifth control state includes a third control state. The controller42 changes the control state of the motor 30 from the third controlstate to the first control state or the second control state in at leastone of a case in which the first ratio R is changed by the transmission34 and a case in which a signal for changing the first ratio R isreceived. After the controller 42 changes the control state of the motorfrom the third control state to the first control state or the secondcontrol state, the controller 42 changes the control state of the motor30 from the first control state or the second control state to the thirdcontrol state in accordance with the value related to at least one ofthe vehicle speed V of the human-powered vehicle 10, the human driveforce H, the inclination angle G of the human-powered vehicle 10, andthe state of the rider of the human-powered vehicle 10. In the thirdcontrol state, the controller 42 controls the motor 30 in accordancewith the human drive force H.

Preferably, the controller 42 controls the motor 30 so that the secondratio A4 of an assist force produced by the motor 30 to the human driveforce H in the fourth control state is larger than the second ratio A3in the third control state. In the first example, the second ratio A4 inthe fourth control state corresponds to the second ratio A2 in thesecond control state, and the second ratio A3 in the third control statecorresponds to the second ratio A1 in the first control state.Preferably, the second ratio A4 is increased as the steps of the firstratio R changed during the predetermined period increase in number or asthe steps of the first ratio R changed by the signal received during thepredetermined period increase in number.

Preferably, the controller 42 controls the motor 30 so that the secondratio A4 of the assist force produced by the motor 30 to the human driveforce H in the fourth control state is smaller than the second ratio A3in the third control state. In the second example, the second ratio A4in the fourth control state corresponds to the second ratio A2 in thesecond control state, and the second ratio A3 in the third control statecorresponds to the second ratio A1 in the first control state.Preferably, the second ratio A4 is increased as the steps of the firstratio R changed during the predetermined period increase in number or asthe steps of the first ratio R changed by the signal received during thepredetermined period increase in number.

Preferably, the controller 42 controls the motor 30 so that a maximumvalue TX of the output of the motor 30 is larger in the fourth controlstate than in the third control state. In the third example, the maximumvalue TX4 of the output of the motor 30 in the fourth control statecorresponds to the maximum value TX2 of the output of the motor 30 inthe second control state, and the maximum value TX3 of the output of themotor 30 in the third control state corresponds to the maximum value TX1of the output of the motor 30 in the first control state. The maximumvalue TX4 is preferably increased as the steps of the first ratio Rchanged during the predetermined period increase in number or as thesteps of the first ratio R changed by the signal received during thepredetermined period increase in number.

Preferably, the controller 42 controls the motor 30 so that a maximumvalue TX of the output of the motor 30 is smaller in the fourth controlstate than in the third control state. In the fourth example, themaximum value TX4 of the output of the motor 30 in the fourth controlstate corresponds to the maximum value TX2 of the output of the motor 30in the second control state, and the maximum value TX3 of the output ofthe motor 30 in the third control state corresponds to the maximum valueTX1 of the output of the motor 30 in the first control state.Preferably, the maximum value TX3 is decreased as the steps of the firstratio R changed during the predetermined period increase in number or asthe steps of the first ratio R changed by the signal received during thepredetermined period increase in number.

Preferably, the controller 42 controls the motor 30 so that the firstresponse speed X1 of the output of the motor 30 in a case in which thehuman drive force H is increased in the fourth control state is higherthan the first response speed X1 in the third control state. In thefifth example, the first response speed X14 in the fourth control statecorresponds to the first response speed X12 in the second control state,and the first response speed X13 in the third control state correspondsto the first response speed X11 in the first control state. Preferably,the first response speed X14 is increased as the steps of the firstratio R changed during the predetermined period increase in number or asthe steps of the first ratio R changed by the signal received during thepredetermined period increase in number.

Preferably, the controller 42 controls the motor 30 so that the secondresponse speed X2 of the output of the motor 30 in a case in which thehuman drive force H is decreased in the fourth control state is higherthan the second response speed X2 in the third control state. In thefifth example, the second response speed X24 in the fourth control statecorresponds to the second response speed X22 in the second controlstate. The second response speed X23 in the third control statecorresponds to the second response speed X21 in the first control state.Preferably, the second response speed X24 is increased as the steps ofthe first ratio R changed during the predetermined period increase innumber or as the steps of the first ratio R changed by the signalreceived during the predetermined period increase in number.

A process for changing the control state from the third control state tothe first control state or the second control state will now bedescribed with reference to FIG. 7. In a case in which power is suppliedfrom the battery 28 to the controller 42, the controller 42 starts theprocess and proceeds to step S11 of the flowchart shown in FIG. 7. Aslong as power is supplied, the controller 42 executes the process fromstep S11 in predetermined cycles.

In step S11, the controller 42 determines whether or not in the motor 30is controlled in the third control state. In a case in which thecontroller 42 is not controlling the motor 30 in the third controlstate, the controller 42 terminates the process. In a case in which thecontroller 42 is controlling the motor 30 in the third control state,the controller 42 proceeds to step S12.

In step S12, the controller 42 determines whether or not to change thefirst ratio R by one step. Specifically, the controller 42 determines tochange the first ratio R by one step in a case in which the first ratioR is changed by only one step during a predetermined period or a case inwhich a signal for changing the first ratio R by one step is receivedduring the predetermined period. In a case in which the controller 42changes the first ratio R by one step, the controller 42 proceeds tostep S13. In step S13, the controller 42 controls the motor 30 in thefirst control state and terminates the process. Since the fourth controlstate includes the first control state and the second control state, thecontroller 42 controls the motor 30 in the fourth control state in stepS13 and then terminates the process.

In a case in which the controller 42 determines not to change the firstratio R by one step in step S12, the controller 42 proceeds to step S14.In step S14, the controller 42 determines whether or not to change thefirst ratio R by two or more steps. Specifically, the controller 42determines to change the first ratio R by two or more steps in a case inwhich the first ratio R is decreased and changed by two or more stepsduring a predetermined period and a case in which a signal fordecreasing and changing the first ratio R by two or more steps isreceived during the predetermined period. In a case in which thecontroller 42 does not change the first ratio R by two or more steps,the controller 42 terminates the process. In a case in which thecontroller 42 changes the first ratio R by two or more steps, thecontroller 42 proceeds to step S15. In step S15, the controller 42controls the motor 30 in the second control state and then terminatesthe process. Since the fourth control state includes the first controlstate and the second control state, the controller 42 controls the motor30 in the fourth control state in step S15 and then terminates theprocess.

The controller 42 preferably changes the control state of the motor 30from the fourth control state to the fifth control state in a case inwhich an increased amount DV of a value related to a vehicle speed Vbecomes greater than or equal to a predetermined first value DV1 or in acase in which a value related to the vehicle speed V becomes greaterthan or equal to a predetermined second value VA in the fourth controlstate. The controller 42 returns the control state of the motor 30 fromthe fourth control state to the third control state in a case in whichthe increased amount DV of a value related to the vehicle speed Vbecomes greater than or equal to the predetermined first value DV1 or ina case in which a value related to the vehicle speed V becomes greaterthan or equal to the predetermined second value VA in the fourth controlstate. The controller 42 returns the control state of the motor 30 fromthe first control state or the second control state to the third controlstate in a case in which the increased amount DV of a value related tothe vehicle speed V becomes greater than or equal to the predeterminedfirst value DV1 or in a case in which a value related to the vehiclespeed V becomes greater than or equal to the predetermined second valueVA in the first control state or the second control state. The increasedamount DV of the value related to the vehicle speed V includes anincreased amount of the vehicle speed V. The increased amount of thevehicle speed V can be acceleration. The value related to the vehiclespeed V includes the vehicle speed V. The value related to the vehiclespeed V can be the rotational speed of the drive wheel 14.

A process for changing the control state from the fourth control stateto the fifth control state in accordance with the vehicle speed V willnow be described with reference to FIG. 8. In a case in which power issupplied from the battery 28 to the controller 42, the controller 42starts the process and proceeds to step S21 of the flowchart shown inFIG. 8. As long as power is supplied, the controller 42 executes theprocess from step S21 in predetermined cycles.

In step S21, the controller 42 determines whether or not the motor 30 iscontrolled in the fourth control state. In a case in which thecontroller 42 is not controlling the motor 30 in the fourth controlstate, the controller 42 terminates the process. In a case in which thecontroller 42 is controlling the motor 30 in the fourth control state instep S21, the controller 42 proceeds to step S22.

In step S22, the controller 42 determines whether or not the increasedamount DV of a value related to the vehicle speed V has become greaterthan or equal to the predetermined first value DV1 or whether or not thevalue related to the vehicle speed V has become greater than or equal tothe predetermined second value VA. In a case in which the increasedamount DV of the value related to the vehicle speed V has not becomegreater than or equal to the predetermined first value DV1 and the valuerelated to the vehicle speed V has not become greater than or equal tothe predetermined second value VA, the controller 42 terminates theprocess. In a case in which the increased amount DV of the value relatedto the vehicle speed V has become greater than or equal to thepredetermined first value DV1 or the value related to the vehicle speedV has become greater than or equal to the predetermined second value VA,the controller 42 proceeds to step S23. In step S23, the controller 42changes the control state to the fifth control state and terminates theprocess. The fifth control state includes the third control state. Thus,subsequent to step S23, the controller 42 controls the motor 30 toreturn to the state before changing to the fourth control state.

The controller 42 can change the control state of the motor 30 from thefourth control state to the fifth control state in accordance with atleast one of the human drive force H, the inclination angle G, and thestate of the rider in place of or in addition to the vehicle speed V.

In a case in which the human drive force H is used, the controller 42preferably changes the control state of the motor 30 from the fourthcontrol state to the fifth control state in a case in which a decreasedamount DH of a value related to the human drive force H becomes greaterthan or equal to a predetermined third value DH1 or in a case in which avalue related to the human drive force H becomes less than or equal to apredetermined fourth value HA in the fourth control state. Thecontroller 42 returns the control state of the motor 30 from the fourthcontrol state to the third control state in a case in which thedecreased amount DH of a value related to the human drive force Hbecomes greater than or equal to the predetermined third value DH1 inthe fourth control state or in a case in which a value related to thehuman drive force H becomes less than or equal to the predeterminedfourth value HA in the fourth control state. The controller 42 returnsthe control state of the motor 30 from the first control state or thesecond control state to the third control state or in a case in whichthe decreased amount DH of a value related to the human drive force Hbecomes greater than or equal to the predetermined third value DH1 or ina case in which a value related to the human drive force H becomes lessthan or equal to the predetermined fourth value HA in the first controlstate or the second control state. The decreased amount DH of the valuerelated to the human drive force H includes an increased amount of thehuman drive force H. The value related to the human drive force Hincludes the human drive force H. The value related to the human driveforce H can be the torque of the human drive force H or the power of thehuman drive force H.

In a case in which the human drive force H is used instead of thevehicle speed V, the controller 42, for example, executes step S31instead of step S21 of FIG. 8 as shown in FIG. 9. If an affirmativedetermination is given in step S21, the controller 42 proceeds to stepS31. In step S31, the controller 42 determines whether or not thedecreased amount DH of a value related to the human drive force H isgreater than or equal to a predetermined third value DH1 or a valuerelated to the human drive force H is less than or equal to apredetermined fourth value HA. In a case in which the decreased amountDH of a value related to the human drive force H is greater than orequal to the predetermined third value DH1 or a value related to thehuman drive force H is less than or equal to the predetermined fourthvalue HA, the controller 42 proceeds to step S23.

In a case in which the inclination angle G is used, the controller 42preferably changes the control state of the motor 30 from the fourthcontrol state to the fifth control state in a case in which a decreasedamount DG of a value related to the inclination angle G of thehuman-powered vehicle 10 becomes greater than or equal to apredetermined fifth value DGA or in a case in which a value related tothe inclination angle G of the human-powered vehicle 10 becomes lessthan or equal to a predetermined sixth value in the fourth controlstate. The controller 42 returns the control state of the motor 30 fromthe fourth control state to the third control state in a case in whichthe decreased amount DG of a value related to the inclination angle Gbecomes greater than or equal to the predetermined fifth value DGA or ina case in which a value related to the inclination angle G becomes lessthan or equal to the predetermined sixth value GA in the fourth controlstate. The controller 42 returns the control state of the motor 30 fromthe first control state or the second control state to the third controlstate in a case in which the decreased amount DG of a value related tothe inclination angle G becomes greater than or equal to thepredetermined fifth value DGA or in a case in which a value related tothe inclination angle G becomes less than or equal to the predeterminedsixth value GA in the first control state and the second control state.The decreased amount DG of the value related to the inclination angle Gincludes the decreased amount of the inclination angle G. The valuerelated to the inclination angle G includes the inclination angle G. Theinclination angle G is preferably a pitch angle of the human-poweredvehicle 10. The inclination angle G can be the inclination angle of theroad surface on which the human-powered vehicle 10 travels.

In a case in which the inclination angle D is used instead of thevehicle speed V, the controller 42, for example, executes step S41instead of step S21 of FIG. 8 as shown in FIG. 10. If an affirmativedetermination is given in step S21, the controller 42 proceeds to stepS41. In step S41, the controller 42 determines whether or not thedecreased amount DG of a value related to the inclination angle G isgreater than or equal to the predetermined fifth value DGA or a valuerelated to the inclination angle G is less than or equal to apredetermined sixth value GA. In a case in which the decreased amount DGof the value related to the inclination angle G has become greater thanor equal to the predetermined fifth value DGA or in a case in which thevalue related to the inclination angle G has become less than or equalto the predetermined sixth value GA, the controller 42 proceeds to stepS23.

In a case in which the state of the rider is used, the state of therider of the human-powered vehicle 10 can preferably include the heartrate M of the rider. The controller 42 changes the control state of themotor 30 from the fourth control state to the fifth control state in acase in which a decreased amount DM of a value related to the heart rateM becomes greater than or equal to a predetermined seventh value DMA orin a case in which a value related to the heart rate M of the riderbecomes less than or equal to a predetermined eighth value MA in thefourth control state. The controller 42 returns the control state of themotor 30 from the fourth control state to the third control state in acase in which a decreased amount DM of a value related to the heart rateM becomes greater than or equal to the predetermined seventh value DMAor in a case in which a value related to the heart rate M of the riderbecomes less than or equal to a predetermined eighth value MA in thefourth control state. The controller 42 returns the control state of themotor 30 from the first control state or the second control state to thethird control state in a case in which the decreased amount DM of avalue related to the heart rate M becomes greater than or equal to thepredetermined seventh value DMA or in a case in which a value related tothe heart rate M of the rider becomes less than or equal to thepredetermined eighth value MA in the first control state or the secondcontrol state. The decreased amount DM of the value related to the heartrate M includes a decreased amount of the heart rate M. The valuerelated to the heart rate M includes the heart rate M. The value relatedto the heart rate M can be a pulse.

In a case in which the state of the rider is used instead of the vehiclespeed V, the controller 42 executes, for example, step S51 instead ofstep S21 of FIG. 8 as shown in FIG. 11. If an affirmative determinationis given in step S21, the controller 42 proceeds to step S51. In stepS51, the controller 42 determines whether or not the decreased amount DMof a value related to the heart rate M is greater than or equal to thepredetermined seventh value DMA or a value related to the heart rate Mis less than or equal to the predetermined eighth value MA. In a case inwhich the decreased amount DM of the value related to the heart rate Mhas become greater than or equal to the predetermined seventh value DMAor in a case in which the value related to the heart rate M has becomeless than or equal to the predetermined eighth value MA, the controller42 proceeds to step S23.

In a case in which the control state of the motor 30 is changed from thefourth control state to the fifth control state in accordance with atleast one of the vehicle speed V, the human drive force H, theinclination angle G, and the state of the rider, the controller 42changes the control state from the fourth control state to the fifthcontrol state if the determination of at least one of step S22 in FIG.8, step S31 in FIG. 9, step S41 in FIG. 10 and step S51 in FIG. 11 isYES.

Modifications

The description related with the above embodiment exemplifies, withoutany intention to limit, an applicable form of a human-powered vehiclecontrol device in accordance with the present disclosure. In addition tothe embodiment described above, the human-powered vehicle control devicein accordance with the present disclosure is applicable to, for example,modifications of the above embodiment that are described below andcombinations of at least two of the modifications that do not contradicteach other. In the modifications described hereafter, same referencenumerals are given to those components that are the same as thecorresponding components of the above embodiment. Such components willnot be described in detail.

The controller 42 can control the motor 30 in accordance with the changeamount of the first ratio R instead of the number of steps of the firstratio R. In this case, the transmission 34 includes a continuouslyvariable transmission, and the transmission 34 can be configured tochange the first ratio R of the rotational speed of the drive wheel 14to the rotational speed of the rotary body to which the human driveforce H is input in a stepless manner. The controller 42 controls themotor 30 in the first control state in at least one of a case in whichthe first ratio R is changed so that a change amount DR of the firstratio R in a predetermined period becomes less than or equal to a firstchange amount DR1 and a case in which a signal for changing the firstratio R is received so that a change amount DR of the first ratio R inthe predetermined period becomes less than or equal to the first changeamount DR1. The controller 42 controls the motor 30 in the secondcontrol state that differs from the first control state in at least oneof a case in which the first ratio R is changed so that the changeamount DR of the first ratio R in a predetermined period exceeds thefirst change amount DR1 and a case in which a signal is received forchanging the first ratio R so that the change amount DR of the firstratio R in the predetermined period exceeds the first change amount DR1.In this case, in the first example of the first embodiment, the secondratio A4 in the fourth control state is increased as the change amountof the first ratio R changed during a predetermined period or the changeamount of the first ratio R changed by the signal received during thepredetermined period increases. In the second example of the firstembodiment, the second ratio A4 in the fourth control state is decreasedas the change amount of the first ratio R changed during a predeterminedperiod or the change amount of the first ratio R changed by the signalreceived during the predetermined period increases. In the third exampleof the first embodiment, the maximum value TX4 in the fourth controlstate is increased as the change amount of the first ratio R changedduring a predetermined period or the change amount of the first ratio Rchanged by the signal received during the predetermined periodincreases. In the fourth example of the first embodiment, the maximumvalue TX4 in the fourth control state is decreased as the change amountof the first ratio R changed during a predetermined period or the changeamount of the first ratio R changed by the signal received during thepredetermined period increases. In the fifth example of the firstembodiment, the first response speed X14 in the fourth control state isincreased as the change amount of the first ratio R changed during thepredetermined period or the change amount of the first ratio R changedby the signal received during the predetermined period increases. In thefifth example of the first embodiment, the second response speed X24 inthe fourth control state is increased as the change amount of the firstratio R changed during the predetermined period or the change amount ofthe first ratio R changed by the signal received during thepredetermined period increases.

In this case, the controller 42 executes step S61 of FIG. 12 instead ofstep S12 of FIG. 7. Further, the controller 42 executes step S62 of FIG.12 instead of step S12 of FIG. 7. More specifically, in a case in whichthe controller 42 is controlling the motor 30 in the third control statein step S11, the controller 42 proceeds to step S61.

In step S61, the controller 42 determines whether or not to change thefirst ratio R so that the change amount DR becomes less than or equal tothe first change amount DR1. Specifically, the controller 42 determinesto change the first ratio R so that the change amount DR becomes lessthan or equal to the first change amount DR1 in a case in which thefirst ratio R is changed such that the change amount DR of the firstratio R during the predetermined period becomes less than or equal tothe first change amount DR1 or a case in which a signal is received forchanging the first ratio R such that the change amount DR of the firstratio R during the predetermined period becomes less than or equal tothe first change amount DR1. The controller 42 proceeds to step S13 tochange the first ratio R so that the change amount DR becomes less thanor equal to the first change amount DR1.

In a case in which the controller 42 determines not to change the firstratio R so that the change amount DR does not become less than or equalto the first change amount DR1 in step S61, the controller 42 proceedsto step S62. In step S62, the controller 42 determines whether or not tochange the first ratio R so that the change amount DR exceeds the firstchange amount DR1. Specifically, the controller 42 determines to changethe first ratio R so that the change amount DR exceeds the first changeamount DR1 in a case in which the first ratio R is changed such that thechange amount DR of the first ratio R during the predetermined periodexceeds the first change amount DR1 or a case in which a signal isreceived for changing the first ratio R such that the change amount DRof the first ratio R during the predetermined period exceeds the firstchange amount DR1. In a case of not changing the first ratio R so thatthe change amount DR exceeds the first change amount DR1, the controller42 terminates the process. The controller 42 proceeds to step S15 tochange the first ratio R so that the change amount DR exceeds the firstchange amount DR1. The phrase “at least one of” as used in thisdisclosure means “one or more” of a desired choice. For one example, thephrase “at least one of” as used in this disclosure means “only onesingle choice” or “both of two choices” if the number of its choices istwo. For other example, the phrase “at least one of” as used in thisdisclosure means “only one single choice” or “any combination of equalto or more than two choices” if the number of its choices is equal to ormore than three.

What is claimed is:
 1. A human-powered vehicle control devicecomprising: an electronic controller configured to control a motor thatassists in propulsion of a human-powered vehicle including atransmission configured to change, in steps, a first ratio of arotational speed of a drive wheel to a rotational speed of a rotary bodyto which human drive force is input, the electronic controller beingconfigured to change a control state of the motor from a third controlstate to a fourth control state that differs from the third controlstate in at least one of a case in which the first ratio is changed bythe transmission and a case in which a signal is received for changingthe first ratio, and the electronic controller being configured tochange the control state of the motor from the fourth control state to afifth control state that differs from the fourth control state inaccordance with a value related to at least one of a speed of thehuman-powered vehicle, the human drive force, an inclination angle ofthe human-powered vehicle, and a state of a rider of the human-poweredvehicle.
 2. The human-powered vehicle control device according to claim1, wherein the electronic controller is configured to control the motorin accordance with the human drive force input to the human-poweredvehicle, and the electronic controller is configured to control themotor so that a second ratio of an assist force produced by the motor tothe human drive force in the fourth control state is larger than thesecond ratio in the third control state.
 3. The human-powered vehiclecontrol device according to claim 2, wherein the transmission isconfigured to change the first ratio in steps, and the second ratio isincreased as the steps of the first ratio changed during thepredetermined period increase in number or as the steps of the firstratio changed by the signal received during the predetermined periodincrease in number.
 4. The human-powered vehicle control deviceaccording to claim 2, wherein the second ratio is increased as a changeamount of the first ratio changed during the predetermined periodincreases or as a change amount of the first ratio changed by the signalreceived during the predetermined period increases.
 5. The human-poweredvehicle control device according to claim 1, wherein the electroniccontroller is configured to control the motor in accordance with thehuman drive force input to the human-powered vehicle, and the electroniccontroller is configured to control the motor so that a second ratio ofan assist force produced by the motor to the human drive force in thefourth control state is smaller than the second ratio in the thirdcontrol state.
 6. The human-powered vehicle control device according toclaim 5, wherein the transmission is configured to change the firstratio in steps, and the second ratio is decreased as the steps of thefirst ratio changed during the predetermined period increase in numberor as the steps of the first ratio changed by the signal received duringthe predetermined period increase in number.
 7. The human-poweredvehicle control device according to claim 5, wherein the second ratio isdecreased as a change amount of the first ratio changed during thepredetermined period increases or as a change amount of the first ratiochanged by the signal received during the predetermined periodincreases.
 8. The human-powered vehicle control device according toclaim 1, wherein the electronic controller is configured to control themotor in accordance with the human drive force input to thehuman-powered vehicle, and the electronic controller is configured tocontrol the motor so that a maximum value of an output of the motor islarger in the fourth control state than in the third control state. 9.The human-powered vehicle control device according to claim 8, whereinthe transmission is configured to change the first ratio in steps, andthe maximum value is increased as the steps of the first ratio changedduring the predetermined period increase in number or as the steps ofthe first ratio changed by the signal received during the predeterminedperiod increase in number.
 10. The human-powered vehicle control deviceaccording to claim 8, wherein the maximum value is increased as a changeamount of the first ratio changed during the predetermined periodincreases or as a change amount of the first ratio changed by the signalreceived during the predetermined period increases.
 11. Thehuman-powered vehicle control device according to claim 1, wherein theelectronic controller is configured to control the motor in accordancewith the human drive force input to the human-powered vehicle, and theelectronic controller is configured to control the motor so that amaximum value of an output of the motor is smaller in the fourth controlstate than in the third control state.
 12. The human-powered vehiclecontrol device according to claim 11, wherein the transmission isconfigured to change the first ratio in steps, and the maximum value isdecreased as the steps of the first ratio changed during thepredetermined period increase in number or as the steps of the firstratio changed by the signal received during the predetermined periodincrease in number.
 13. The human-powered vehicle control deviceaccording to claim 11, wherein the maximum value is decreased as achange amount of the first ratio changed during the predetermined periodincreases or as a change amount of the first ratio changed by the signalreceived during the predetermined period increases.
 14. Thehuman-powered vehicle control device according to claim 1, wherein theelectronic controller is configured to control the motor in accordancewith the human drive force input to the human-powered vehicle, and theelectronic controller is configured to control the motor so that a firstresponse speed of an output of the motor in a case in which the humandrive force increases in the fourth control state is higher than thefirst response speed in the third control state.
 15. The human-poweredvehicle control device according to claim 14, wherein the transmissionis configured to change the first ratio in steps, and the first responsespeed is increased as the steps of the first ratio changed during thepredetermined period increase in number or as the steps of the firstratio changed by the signal received during the predetermined periodincrease in number.
 16. The human-powered vehicle control deviceaccording to claim 14, wherein the first response speed is increased asa change amount of the first ratio changed during the predeterminedperiod increases or as a change amount of the first ratio changed by thesignal received during the predetermined period increases.
 17. Thehuman-powered vehicle control device according to claim 16, wherein theelectronic controller is configured to control the motor in accordancewith the human drive force input to the human-powered vehicle, and theelectronic controller is configured to control the motor so that asecond response speed of an output of the motor in a case in which thehuman drive force decreases in the fourth control state is higher thanthe second response speed in the third control state.
 18. Thehuman-powered vehicle control device according to claim 17, wherein thetransmission is configured to change the first ratio in steps, and thesecond response speed is increased as the steps of the first ratiochanged during the predetermined period increase in number or as thesteps of the first ratio changed by the signal received during thepredetermined period increase in number.
 19. The human-powered vehiclecontrol device according to claim 17, wherein the second response speedis increased as a change amount of the first ratio changed during thepredetermined period increases or as a change amount of the first ratiochanged by the signal received during the predetermined periodincreases.
 20. The human-powered vehicle control device according toclaim 1, wherein the fourth control state includes a first control stateand a second control state that differs from the first control state,the electronic controller is configured to control the motor in thefirst control state in at least one of a case in which the first ratiois decreased and changed by only one step during the predeterminedperiod and a case in which a signal is received for decreasing andchanging the first ratio by one step during the predetermined period,and the electronic controller is configured to control the motor in thesecond control state in at least one of a case in which the first ratiois decreased and changed by at least two steps during the predeterminedperiod and a case in which a signal is received for decreasing andchanging the first ratio by at least two steps during the predeterminedperiod.
 21. The human-powered vehicle control device according to claim1, wherein the fourth control state includes a first control state and asecond control state that differs from the first control state, theelectronic controller is configured to control the motor in the firstcontrol state in at least one of a case in which the first ratio isincreased and changed by only one step during the predetermined periodand a case in which a signal is received for increasing and changing thefirst ratio by one step during the predetermined period, and theelectronic controller is configured to control the motor in the secondcontrol state in at least one of a case in which the first ratio isincreased and changed by at least two steps during the predeterminedperiod and a case in which a signal is received for increasing andchanging the first ratio by at least two steps during the predeterminedperiod.
 22. The human-powered vehicle control device according to claim1, wherein the electronic controller is configured to change the controlstate of the motor from the fourth control state to the fifth controlstate in a case in which an increased amount of a value related to avehicle speed becomes greater than or equal to a predetermined firstvalue in the fourth control state or in a case in which a value relatedto the vehicle speed becomes greater than or equal to a predeterminedsecond value in the fourth control state.
 23. The human-powered vehiclecontrol device according to claim 1, wherein the electronic controlleris configured to change the control state of the motor from the fourthcontrol state to the fifth control state in a case in which a decreasedamount of a value related to the human drive force becomes greater thanor equal to a predetermined third value in the fourth control state orin a case in which a value related to the human drive force becomesgreater than or equal to a predetermined fourth value in the fourthcontrol state.
 24. The human-powered vehicle control device according toclaim 1, wherein the electronic controller is configured to change thecontrol state of the motor from the fourth control state to the fifthcontrol state in a case in which a decreased amount of a value relatedto an inclination angle of the human-powered vehicle becomes greaterthan or equal to a predetermined fifth value in the fourth control stateor in a case in which a value related to an inclination angle of thehuman-powered vehicle becomes less than or equal to a predeterminedsixth value in the fourth control state.
 25. The human-powered vehiclecontrol device according to claim 1, wherein the fifth control stateincludes the third control state.
 26. The human-powered vehicle controldevice according to claim 25, further comprising a second detector thatoutputs a signal corresponding to a state of the transmission, theelectronic controller being configured to change a control state of themotor in accordance with the output of the second detector.